AU691302B2

AU691302B2 - Auto-pilot water craft

Info

Publication number: AU691302B2
Application number: AU26734/95A
Authority: AU
Inventors: Barbara Catrin Parr
Original assignee: GERD SCHONROCK
Current assignee: GERD SCHONROCK
Priority date: 1994-06-16
Filing date: 1995-06-01
Publication date: 1998-05-14
Anticipated expiration: 2015-06-01
Also published as: DE4420798C2; EP0762969B1; US5860842A; AU2673495A; WO1995034465A1; CA2190758A1; EP0762969A1; DE4420798A1

Description

WO 95/34465 PCT/EP95/02091 Self-steering System for Watercraft The present invention relates to a self-steering system for watercraft, in particular for pleasure craft and sail boats, with an automatic control device, by means of which a watercraft's helm can be adjusted.

At the present time, pleasure craft, sail boats ,and similar watercraft use a variety of self-steering systems and autopilots. These self-steering systems differ according to two different operating principles: First, there are self-steering systems in the form of wind vanes that have a purely mechanical mode of operation, whereby the direction of movement of the watercraft is manipulated by the mechanical transmission of force between a wind vane and a pendulum-type rudder that works in the opposite direction. Self-steering systems of this kind are used exclusively on sailboats, and are suitable only for keeping the watercraft or the sailboat on the correct course relative to the wind. As I Is WO 95/34465 PCTIEP95/02091 soon as the direction of the wind changes, the sailboat leaves its compass course and follows the rotation of the wind. Self-steering systems of this kind operate without using any electrical current. They can only be manipulated mechanically.

There are also self-steering systems that operate electronically. These are the so-called flux gate compass systems. These self-steering systems sample the Earth's magnetic field by means of built-in field coils and determine the angle between the longitudinal axis of the vessel and the lines of force that run between the Earth's poles. Such electronic self-steering systems always steer the watercraft on the compass course ch-)t is set at the time the self-steering system is switched on.

Such electronic self-steering systems can also be combined with wind vanes. The steering movements that are required to keep on course, and which have to adjust the helm, are transmitted by means of a control device in the form of adjusting or servomotors.

The autopilots described above can keep a watercraft on course with sufficient safety and can provide the crew, which is usually small, with adequate relief from monotonous spells of ~I I U WO 95/34465 PCT/EP95/02091 work at the helm. Providing they are functioning properly, the steering accuracy offered by autopilots is much greater than can be achieved by a human helmsman or operator.

The great disadvantage of autopilots of this kind is that the watercraft will continue its course without change if the sole skipper or operator who is at the helm goes overboard. This danger exists not only for single-handed sailors, but also for crews such as families. There have been cases of the total loss of both crew and boat when the skipper or operator has gone overboard and the crew, frequently wife and children, were unable to turn the vessel, pickup the skipper or operator, and continue their voyage.

It is the task of the present invention to so develop the self-steering systems described in the introduction hereto that in the event that the skipper or the helmsman goes overboard, the vessel is prevented from continuing on the course for which the autopilot has been set.

According -o the present ininf-inn -his has-be--I e4in that a transmitter that can be a separaet@t'part of the control device, whic' cnbe attached to the pilot or skipper, Dy means of- which a- "ma-n ovegrboar d" s6i gna-can-4be- According to the present invention there is provided a self-steering system for watercraft, in particular for pleasure craft and sail boats, with an automatic control device, by means of which a helmn of the watercraft can be adjusted a controller that is connected to the control device, a transmitter that is configured so as to be separate from the control device, in an encapsulated,. watertight housing, and which can be attached to the operator of a watercraft and by means of which a "man overboard" signal can be transmitted. and a receiver that is connected to the controller,. by means of which the "man overboard" signal transmitted by the transmitter canl be received, and the controller and thus the control device and the helmn can be so affected that the distance between the watercraft and the transmitter does not increase, characterised in that the transmitter is so constructed that when it is in the water it is acted upon by buoyancy; in that by means of the transmitter a coded, digitised and continuous "man overboard" signal is 15 transmitted:, in that course data can be fed to the controller, that the course data, together with other parameters which are input, e.g. wind and current speeds and wind current directions, are processed in the controller to output signals which can be fed to the control device, that the controller is connected to sensors by means of which the amount of heel canl be determined. in that the controller can pick up the number of starboard and port contacts sent by the sensors per time unit and the more frequently occurring starboard or port contacts are used to determine the amount of heel.

The control device and thus the helm can be affected in such a way that the distance between the vessel and the sender unit does not increase.

This is achieved in that onl receipt of the "mail overboard" signal, the receiver OV acts onl the control device in such a way that the vessel is pointed into the wind by the position of the helii. In the case of vessels with a self-tacking jib. it is expudient to sail with this close-hauled at all times. 'with heel being measured in each instance and opposite ruder applied. The skipper or operator who goes overboard has, in each case. a reasonable certainty of being able to get back onl board the vessel again and take control of it.

In the case of autopilots that are purely mechanical. it is advantageous that the control device be part of a mechanical wind vane.

4. Advantageously when a ''man overboard" picked up by the receiver is processed there, and input into the controller unit, it interrupts the program that will be running until the "man overboard" signal is input.

Because of the possible determination of wind direction, for example by measurement of heel, by wind measurement, or by other suitable devices, it is ensured that the vessel cannot fall off if lee rudder is applied, particularly if this is done accidentally. The intelligent software that is used in the self-steering system according to the present invention is able to make decisions with respect to the vessel type, the vessel's handling characteristics, and wind conditions from the know sea-going characteristics and general dynamics.

It is advantageous that an electronic controller of this kind be configured as a flux-gate compass systems. The steering dynamic of the vessel can be checked by evaluation of the directional information that is 15 imade available by the compass system. By evaluation of the steering dynamic. the rate *o o *o

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WO 95/34465 PCT/EP95/02091 of turn of the vessel, it is possible, for example, to determine the wind direction without using a wind-measurement apparatus.

The adjusting device can be configured inexpensively as a servomotor.

To the extent that the vessel has tiller steering it is appropriate that the servomotor be configured as a linear motor.

If the vessel is fitted with mechanical wheel steering, it is appropriate that a motor with a gear-drive system be provided as the servomotor.

If the vehicle vessel is fitted with hydraulic wheel steering, the servomotor should be in the form of a hydraulic pump.

In order to ensure that it operates properly when it is used, the transmitter has a watertight encapsulated housing so as to prevent the ingress of water, and to avoid any consequent lnss of functionality.

WO 95/34465 PCTIEP9502091 If the transmitter is provided with an Velcro-type strap, it can be attached to the collar of a flotation device o: :he like.

If the transmitter has a carrier chain, it can be worn around the skipper's or the helmsman's neck.

In order to ensure that the transmitter remains on the surface of the water, from where it can transmit, it is best constructed so as to be buoyant in water.

It is an advantage if the transmitter can be triggered both automatically and manually. In some cases, however, it may be appropriate to so configure the transmitter that it can be triggered either automatically or manually.

Automatic triggering of the transmitter is simple to achieve if the transmitter has a triggering device that starts the operation of the transmitter when it comes into contact with water. If it is configured in this way, the transmitter can also be triggered if the pilot or skipper loses consciousness as a result of the event that resulted in him going overboard and if, as a result of this, he is unable to trigger the transmitter for himself once he is in the water.

WO 95/34465 PCT/EP95/02091 In order to ensure that a transmitter of this kind cannot be triggered unintentionally, it is appropriate that the transmitter triggering device be protected against spray.

It is also an advantage if the transmitter can also be operated manually by means of a pressure switch. This pressure switch can then be operated by the skipper or operator if he has not lost consciousness. This possibility is an advantage, in particular, in those cases when it is not certain that the transmitter has been triggered. Transmission of the coded, digitized "man overboard" signal by the transmitter should continue uninterrupted so that reliable reception of the "man overboard" signal by the receiver is ensured in all instances.

The emission of the "man overboard" signal in an uninterrupted sequence is thus important, since, for technical reasons, this signal cannot be radiated under water. Since, however, it is impossible to predict how long a pilot or skipper who has gone overboard will remain under water, it is only permanent emission of the "man overboard" signal by the transmitter that will ensure that this signal will be picked up by the receiver at some time or other.

WO 95/34465 PCTIEP95/02091 If the transmitter emits a permanent test signal and the self-steering system incorporates an alarm that gives an alarm signal if the permanent test signal is not received by the receiver, it can be ensured that, in the event that the radio link between the transmitter and receiver is not functioning this fact can be identified immediately.

If the self-steering system incorporates a circuit, which is not a dead man's switch, with adjustable reaction time, the skipper or operator who is wearing the transmitter can stop the false alarm within the time period defined by the reaction time that has been selected, and can thus prevent the vessel from coming about.

It is appropriate that the energy for the transmitter be provided by means of a 9-volt battery.

The receiver is also encapsulated in a watertight housing in order to ensure that it will operate when wet.

This watertight encapsulated housing, and thus the receiver, is arranged in the immediate vicinity of the controller of the self-steering system.

WO 95/34465 PCT/EP95/02091 It is appropriate that the receiver havre an external antenna that is as high as possible, is attached to the mast or the radar bridge on board the vessel. This ensures the clearest possible reception of the "man overboard" signal, even in the most adverse sea conditions.

In order to ensure the supply of energy to the receiver, it is best connected to the vessel's 12-volt or 24-volt onboard power supply system.

!0 order to connect the receiver to the controller, this is best provided with a interface that is compatible with commercially-available self steering systems, in NEMA data format. The same interface is that is used to connect GPS or Decca navigational systems is also used to connect the receiver to the controller of the self-steering system or the autopilot. The following are suitable inputs: inputs of a wind vane that may be connected or for a cable-type remote control or an inpiu to connect a GPS or Decca navigation system.

By using suitable sensors, the controller can determine the heel of the vessel or sailboat, the direction in which the vessel is heeling, and can thus determine the direction of the wind in relation to the longitudinal axis of the vessel.

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WO 95/34465 PCrIEP95/02091 All types of mechanical and/or electronic inclinometers or mechanical and/or electronic devices that sense the position of the main mast relative to the longitudinal direction of the vessel, or mechanical and/or electronic sensors for other masts, foremast or mizzen mast, can be used as sensors for this purpose.

To the extent that the number of standard or port contacts that arrive at the sensors in unit time can be picked up, and the more frequent starboard or port contacts can be used to determine the heel, the heel can be determined reliably even in a heavy sea; this is larticularly important with respect to small sail boats, since sailing vessels of this kind ccn be tossed about violently in heavy seas.

More appropriately, the receiver incorporates a separate circuit output, which can have a 12-volt or 24-volt output voltage, with which simple switching functions can be performed. This means that the receiver can, for example, switch off the engine of the vessel by way of incorporated relays, so that even motor yachts can be stopped.

The present invention also relates to a device for rendering a watercraft's self-steering system inoperative, this device

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WO 95/34465 PCT/EP95/02091 having the transmitter and the receiver described above, and being suitable for incorporation into an existing self-steering system.

The present invention will be described in greater detail below on the basis of the single drawing appended hereto; this drawing illustrates the principle of the self-steering system according to the present invention.

The electronic self-steering system shown in the drawing provides automatic steering for watercraft, in particularly pleasure craft and sail boats.

Watercraft of this kind have a helm 1, the position of which is used to change the direction of movement of the watercraft.

A control device 2 is connected to the helm 1, and this can be in the form of a servomotor, for example.

This control device 2 makes adjustments to the helm 1 when it receives appropriate control signals from an electrunic controller 3 that is part of the self-steering system.

A receiver 4 is connected to the electronic control 3, and this has an external antenna 5 by which a "man overboard" WO 95134465 PCT/EP95/02091 signal 6 is received, said signal being emitted by a transmitter 7 if the skipper or operator who is wearing the transmitter 7 in a suitable form goes overboard.

If this is the case, the transmitter 7 is triggered and, as has been described above, sends the "man overboard" signal.

This signal is received by the external antenna 5 of the receiver 4. The receiver 4 sends a signal that notifies reception of a "man overboard" signal 6 to the electronic controller 3, in which the electronic circuitry sends control signals to the control device 2 as a logical function of the heel on the vessel or on the basis of signals from mechanical sensors; these signals then head the sailboat into the wind.

On small sail boats, it is extremely difficult to measure the vessel's heel in a heavy sea, since sailboats of this kind can be tossed about violently in a heavy sea. This problem has been solved in that the number of starboard or port contacts measured by the sensors per unit time, 20 to 40 seconds, is determined, and then the value that is mos frequently measured is taken as the direction of heel.

The sensors connected to the electronic control controller sense when the sailboat comes about to another tack and the I r* WO 95/34465 PCT/EP9502091 electronic controller 3 seconds the appropriate control signals to the control device 2, whereupon the latter puts the helm 1 hard over onto the opposite tack. The sailboat then heaves to with the jib back-winded.

If the sailboat is equipped with a self-tacking jib, it will always be sailed off the wind. For all practical purposes, a control routine "measure heel and apply opposite helm" will be processed. The sailboat will then always heave to.

The section of the self-steering system according to the present invention that consists of the receiver 4 and the transmitter 7 can be used in conjunction with conventional controllers in commercially-available self-steering systems.

These controllers have the usual control devices, which are formed as servomotors or hydraulic pumps that transfer the desired changes of course to the helm. The section made up of the receiver 4 and the transmitter 7 does not require a dedicated servomotor, and so conventional self-steering systems can be fitted very simply with the section consisting of the receiver 4 and the transmitter 7 without any major modifications, when the associated installation costs will be comparatively small.

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Claims

1. A self-steering system for watercraft, in particular for pleasure craft and sail boats, with an automatic control device, by means of which a helm of the watercraft can be adjusted, a controller that is connected to the control device, a transmitter that is configured so as to be separate from the control device. in an encapsulated, watertight housing, and which can be attached to the operator of a watercraft and by means of which a "man overboard" signal can be transmitted, and a receiver that is connected to the controller, by means of which the "man overboard" signal transmitted by the transmitter can be received, and the controller and thus the control device and the heln can be so affected that the distance between the watercraft and the transmitter does not increase, characterised in that the transmitter is so constructed that when it is in the water it is acted upon by buoyancy; in that by means of the transmitter a coded, digitised, and continuous "man overboard" signal is transmitted; in that course data can be fed to the controller, that the course data, together with other parameters which are input. e.g. wind and current speeds and wind current directions, are S.processed in the controller to output signals which can be fed to the control device, that the controller is connected to sensors by means of which the 20 amount of heel can be determined, in that the controller can pick up the number of starboard and port contacts sent by the sensors per time unit and the more frequently occurring starboard or port contacts are used to determine the amount of heel.

2. A self-steering system as defined in Claim 1, in which a mechanical wind vane is part of the control device.

3. A self-steering system as defined in Claim 1, wherein the controller is an electronic controller, the "man overboard" signal received by the receiver being processed therein and input into the controller, wherein any program S" that was running until the arrival of the "man overboard" signal is interrupted.

4. A self-steering system as defined in Claim 3. which is configured as a flux-gate compass system.

A self-steering system as defined in Claim 3 or Claim 4, in which the control device, is configured as a servomotor.

6. A self-steering system as defined in Claim 5, in which the servonotor is a linear motor.

7. A self-steering system as defined in Claim 5, in which the servomotor is a motor with a gear drive,

8. A self-steering system as defined in Claim 5. in which the servomotor is configured as a hydraulic pump.

9. A self-steering system as defined in any one of the Claims 1 to 8, in which the transmitter is fitted with a Velcro-type strap.

A self-steering system as defined in any one of Claims 1 to 8, in which the transmitter is fitted with a carrying chain.

11. A self-steering system as defined in any one of the Claims 1 to 10, in which the transmitter can be triggered automatically and/or manually.

12. A self-steering system as defined in Claim 11, in which the transmitter has a triggering device that operates the transmitter when it comes into contact with water.

13. A self-steering system as defined in Claim 12, in which the triggering device is protected against spray.

14. A self-steering system as defined in any one of the Claims 11 to 13. in which the transmitter, incorporates a pressure switch by means A'hich it can be operated mnanually.

15. A self-steering system as defined in any one of the Claims .j 14, in 20 which a permanent test signal can be transmitted by the transmitter and which incorporates an alarm device that emits an alarm signal if the permanent test signal is not received by the receiver.

16. A self-steering system as defined in any one of the Claims 1 to 15 that incorporates a non-deadman's circuit, the reaction time of said switch being 25 adjustable.

17. A self-steering system as defined in any one of Claims 1 to 16. in which a battery is provided as the energy supply for the transmitter.

18. A self-steering system as defined in one any of Claims 1 to 17, in which the receiver is encapsulated so as to be watertight.

19. A self-steering system as defined in any one of the Claims 1 to 18, in which the receiver is arranged in the immediate vicinity of the conltroller.

A self-steering system as defined in any one of the Claims 1 to 19, in which the receiver has an external antenna.

21. A self-steering system as defined in Claim 20. in which the external antenna for the receiver is arranged on a mast or radar bridge. r I" I>- 17

22. A self-steering system as defined in any one of the Claims 1 to 21, in which the receiver is connected to the vessels on-board 12-volt or 24-volt electrical system as its energy source.

23. A self-steering system as defined in any one of the Claims 1 to 21, in which the receiver for the controller is provided with an interface that is compatible with commercially-available self-steering systems.

24. A self-steering system as defined in any one of the Claims 1 to 23, in which the receiver incorporates a separate circuit output, by which, for example, a motor or a mechanical wind-vane control can be rendered inoperable. A system as claimed in any one of claims 1 to 24 and substantially as hereinbefore described with reference to and/or as shown in the drawings. DATED this seventeenth day of March 1998 GERD SCHOENROCK and BARBARA CATRIN PARR Patent Attorneys for the Applicant: F.B. RICE CO. e LY- CI 5. ~IIC 3~